Distributed train intelligence system

ABSTRACT

A system and method which may include on each locomotive a propulsion system and a braking system, a transceiver for communication between the locomotives, and sensors for sensing operational conditions on the locomotive. A processor receives the sensed operation conditions, communicates information including the sensed operational conditions to the other locomotive, determines a propulsion or braking value or command based on the sensed operational conditions, pre-selected criteria and the information received from the other locomotive, and outputs the propulsion or braking value or command.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of U.S. Non-Provisionalapplication Ser. No. 13/893,842, filed on May 14, 2013, which was acontinuation of application Ser. No. 12/091,196, filed on Apr. 23, 2008,now U.S. Pat. No. 8,457,817, which was a national stage application ofPCT PCT/US07/60036, filed on Jan. 3, 2007, which claimed priority toU.S. Provisional Application No. 60/772,569, filed on Feb. 13, 2006.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates generally to a distributed power systemand more specifically to an intelligent distributed power system.

2. Description of the Related Art

The distributed power system generally includes a master locomotivesetting throttle/brake and transmitting information to slave locomotivesto set their throttle/brakes. An early system is disclosed in U.S. Pat.No. 3,380,399 to Southard et al. The ability of the remote locomotive toreceive a throttle command from the master locomotive and make amodification to conserve fuel in a train consists is described in U.S.Pat. No. 4,344,364 to Nickles et al. The ability of the remotelocomotive to transmit back diagnostic information is described in U.S.Pat. No. 5,570,284 by Roselli et al. The distributed power settingsbeing determined at and transmitted from the master unit to a slave unitbased on the topography and location of the master and slave units isdescribed in U.S. Pat. No. 6,144,901 to Nickles et al., as well as U.S.Pat. No. 5,950,967 to Montgomery.

BRIEF SUMMARY OF THE INVENTION

The present system includes on each locomotive a propulsion system and abraking system; a transceiver for communication between the locomotives;and sensors for sensing operational conditions on the locomotive. Aprocessor receives the sensed operational conditions, communicatesinformation including the sensed operational conditions to the otherlocomotive, determines a propulsion or braking value/command based onthe sensed operational conditions, pre-selected criteria, and theinformation received from the other locomotive, and outputs thepropulsion or braking value/command.

The processor may determine and communicate to the other locomotives aspart of the information an initial propulsion or braking value based onthe sensed operational conditions, pre-selected criteria and sensedoperation conditions received from the other locomotive; and theprocessor determines a final propulsion or braking value/command basedon the sensed operational conditions, the pre-selected criteria and theinformation received from the other locomotive.

The present method of controlling the propulsion and braking systems ofeach locomotive includes receiving sensed operational conditions of thelocomotive; communicating information including the sensed operationalconditions to the other locomotive; determining a propulsion or brakingvalue/command based on the sensed operational conditions, pre-selectedcriteria and the information received from the other locomotive; andcontrolling the propulsion and braking system using the propulsion orbraking value/command.

The determining of a propulsion or braking value/command may includedetermining and communicating to the other locomotive as part of theinformation an initial propulsion or braking value based on the sensedoperational conditions, pre-selected criteria and sensed operationconditions received from the other locomotive; and determining a finalpropulsion or braking value/command based on the sensed operationalconditions, the pre-selected criteria and the information received fromthe other locomotive.

The present system includes on each locomotive a propulsion system and abraking system; a transceiver for communication between the locomotives;and a location determining device and a storage of track topology. Aprocessor determines and communicates to the other locomotive asinformation an initial propulsion or braking value using the topology ofthe present and projected location of the locomotive and pre-selectedcriteria, determines a final propulsion or braking value/command basedon the initial value and the information received from the otherlocomotive, and outputs the final propulsion or braking value/command.

The system may include sensors for sensing operational conditions andthe processor receives and communicates the sensed operationalconditions as information including the sensed operational conditions tothe other locomotive. The processor determines one of the initial andfinal propulsion or braking values based on the sensed operationalconditions, pre-selected criteria, topology, and the informationreceived from the other locomotive.

The present method of controlling the propulsion and braking systems ofeach locomotive includes determining topology of the present andprojected location of the locomotive; determining and communicating tothe other locomotive as information an initial propulsion or brakingvalue using the topology of the present and projected location of thelocomotive and pre-selected criteria; determining a final propulsion orbraking value/command based on the initial value and the informationreceived from the other locomotive; and controlling the propulsion andbraking system using the propulsion or braking value/command.

The method may include receiving and communicating as information sensedoperation conditions of the locomotive; and determining one of theinitial and final propulsion or braking values/command based on thesensed operational conditions, pre-selected criteria, topology, and theinformation received from the other locomotive.

Other objects, advantages and novel features of the present disclosurewill become apparent from the following detailed description whenconsidered in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING(S)

The present invention will be more fully understood and appreciated byreading the following Detailed Description in conjunction with theaccompanying drawings, in which:

FIG. 1 is schematic view of a train which incorporates the intra-traincommunication network of the present system.

FIG. 2 is a block diagram of the system components of a locomotiveassist display and event recorder system according to the principles ofthe present system.

FIG. 3 is a flow chart of one embodiment of the present method.

FIG. 4 is a flow chart of another embodiment of the present method.

DETAILED DESCRIPTION OF THE INVENTION

As shown in FIG. 1, train 10 includes a plurality of locomotives 11, 14,16, 18 and 19 in a train with a plurality of cars 20. Locomotive 11 and14 form a consist A, locomotives 16 and 18 form a consist B andlocomotive 19 forms a consist C. One of the locomotives is designated alead locomotive and the others are considered trail and/or remotelocomotives. In the industry, if locomotive 11 is the lead, locomotives16 and 19 are remote and locomotives 14 and 18 are trail.

Using the train as shown in FIG. 1, locomotives 11, 16 and 19 would haveLEADER systems which would independently make decisions. Since 14 isconnected to 11, it can receive its control information directly from11. Similarly 18 even though it is not interconnected to 16 as amulti-unit consist it may also either receive its information from 16 oralso be LEADER equipped. As an alternative, all the locomotives 11, 14,16, 18 and 19 may have a LEADER equipment type system onboard.

The lead locomotive, that locomotive having an engineer at the controls,communicates commands and controls to the remote locomotives. The leadand remote locomotives communicates commands and controls to their traillocomotives. Typically, the lead and remote locomotive communicate byradio while they communicate to their respective trail locomotives overa wire. The commands and controls may include, for example, setting thedirection control, setting the throttle, set up dynamic braking, set upthe operating modes, interlock dynamic brakes, as well as turning on andoff various ancillary functions. The trail locomotives transmit statusmessages or exception message back to the lead locomotive. The statusmay include locomotive identification, operating mode andtractive-braking efforts. The exception message includes various faultssuch as wheel slip, locomotive alarm indicator, incorrect brakepressure, low main reservoir pressure, throttle setting, etc.

Each of the locomotives includes a transceiver to transmit and receivemessages. While the preferred embodiment will be described with respectto radio frequency communication between the locomotives or at leastbetween the locomotive consists, if not between all locomotives, thesame principles can be applied to communication along a wire wheremultiple communications may be taking place. Thus, for example, if thereis a wire running throughout the train through locomotives 11, 14, 16,18 and 19 and cars 20, and the locomotives form one network and the carsform another network, the same method may be used to allow privatecommunication in either of the networks.

Math models of a LEADER System, monitors parameters and performscalculations based on the current energy state of the train to create areal-time display of train dynamics. The power of LEADER system residesin its ability to provide information allowing the crew to bettercontrol the train, minimizing loss of energy. Loss of energy viaover-braking represents fuel unnecessarily consumed. Energy imparted tothe cargo of the train represents potential damage to lading, equipmentand rail. Both phenomena are undesirable and addressable with the LEADERsystem from New York Air Brake Corporation. Although the LEADER systemwill be used to describe the present system and method, any otherprocessors or systems with the same capabilities may be programmed toperform the present method.

The LEADER system is comprised of a number of subsystems each withspecific duties. FIG. 2 shows a generic LEADER architecture. The userinterface of the LEADER system is the real-time display which shows agraphical and numerical representation of the current state of the trainas shown in FIG. 5 of U.S. Pat. No. 6,144,901, which is incorporatedherein by reference. Radio communication is established between the leadlocomotive, the trailing locomotives in the lead consist, andlocomotives in the remote consist to report the necessary parametersfrom each of these locomotives necessary to perform LEADER calculations.Consist information is entered via the key pad on the real-time display,a wired communication source (laptop PC or removable storage device) orvia wayside radio communication. Position is determined from wheelmovement sensors and a Global Positioning System (GPS). The Input/Output(I/O) Concentrator gathers all of the various locomotive parametersnecessary for LEADER algorithm calculations and reports the informationto the LEADER Computer. The LEADER Processor, a high throughput capacitycomputer platform using a Real Time Operating System (RTOS), thenperforms the calculations required by the LEADER algorithms and thereal-time display is updated. All of these sub-systems combine to formthe LEADER System.

Each locomotive in a LEADER train will require at a minimum, the I/OConcentrator with communication capability to the head end. A LEADERProcessor and Display are only required for the lead locomotive. Tuningalgorithms may alleviate the need for I/O Concentrators on eachlocomotive.

The LEADER system is capable of three operating modes, each building onthe previous mode. The three modes advance the LEADER system from areal-time display passively providing information to the locomotiveengineer (information only mode) to a LEADER system that will makesuggestions to the locomotive engineer on how to better handle the train(driver assist mode) and finally to a control system that is capable ofissuing commands to optimally control the locomotive (cruise controlmode).

In the information only mode, the locomotive engineer makes all of thedecisions and solely activates the various control systems in a manualmode. The LEADER system provides information to the engineer that is notcurrently available to him/her to use to manage various locomotivecontrol systems. In driver assist mode, the LEADER system determines anddisplays the optimum locomotive power dynamic brake throttle setting andthe locomotive and car brake control settings. These settings aredetermined at the head end locomotive for the head end locomotives andthe remotely controlled locomotives. These recommendations or desiredsettings are displayed to the locomotive engineer who can then elect tomanually move the various controls to achieve these settings. In thecruise control mode, LEADER derived settings are used to automaticallycontrol the locomotive power and braking systems, the train brake systemof each car and ancillary systems which effect train movement. Thelocomotive engineer serves as an operational supervisor with the abilityto manually override the cruise control. Cruise control can also beproduced by communication links between the LEADER and the railroadcentral traffic control center.

The development of LEADER began over 20 years ago with early efforts tocreate the Train Dynamics Analyzer (TDA), a computer math model used topredict in-train forces. The train dynamic modeling techniques andalgorithms embodied in the TDA are described in U.S. Pat. No. 4,041,283.

For distributed control in the classic LEADER system, processing iscentralized in a single, lead locomotive. Although the other locomotivesmay have processors, the processors are subordinate to the leadlocomotive. The lead locomotive has a processing node that is incommunication with other locomotives in the train via radio. In thisprocessing mode, a LEADER processor issues commands to all locomotivesfrom the centralized, lead processor node and actuated locally.

In the present system and method, LEADER processing can be distributedacross some or all locomotives in the train, each with a processing nodein communication with other processing nodes on other locomotives in thetrain. This architecture creates a set of peer processors rather than alead/subordinate arrangement. The communication between processing nodesserves two purposes. The first purpose is to gather and collect requireddata to itself representing the operating state or operating conditionsof each locomotive. Each distributed processing node uses the state ofall locomotives to arrive at a control solution that best meets the goalof the train movement. Each processing node is capable of locallyactuating the commands required to achieve its control solution. Theprocessing node will be in communication with the other nodes which arealso arriving at a control solution. The nodes can have the ability tocompare the solutions that it found locally with the other peer nodesand collectively vote on or propose the solution. After voting, thenodes can advise each other if consensus is reached or not. If noconsensus is reached, the process may be restarted automatically, by theoperator or overridden by the operator.

This system distinguishes itself from the classic, centralized approachto train control by allowing each locomotive, based on a fullunderstanding of the train behavior, to arrive at a local controlsolution to optimize performance. It further provides for each controlnode to compare its solution with those of the other nodes in the trainto reach consensus on the overall train control strategy. Eachprocessing node would have knowledge of the operating goal set includingweighted criteria (time, fuel, forces, etc.) and constraining limits(in-train forces, speed limits, stall speed, etc.). Each processing nodewould also employ tuning algorithms to match LEADER's train dynamicmodels to the current environment. The tuning is described in USpublished patent application US 2004-0093196-A1, which is incorporatedherein by reference

The present system includes on each locomotive a propulsion system and abraking system; a transceiver for communication between the locomotives;and sensors for sensing operational conditions on the locomotive. Aprocessor performs the method illustrated in FIG. 3. It receives thesensed operation conditions as information at step 20. It communicatesinformation including the sensed operational conditions to the otherlocomotive at step 22. It determines a propulsion or brakingvalue/command based on the sensed operational conditions, pre-selectedcriteria and the information received from the other locomotive at step24. The propulsion or braking value/command is outputted at step 26.This may be to a display for control by the operator or to automaticallycontrol the propulsion or brake systems. Whereas the lead locomotivescan operate in all three modes (information, driver assist, cruisecontrol), the other locomotive can only operate in the cruise controlmodes and thus issue commands. Thus in the present system and method,each locomotive makes an independent decision based on information thatit and other locomotives have collected.

FIG. 4 illustrates a modification of the method of FIG. 3. Whereappropriate, the same reference numbers have been used. The processorreceives the sensed operation conditions as information at step 20. Itdetermines its location and the topology of the track at present andprojected location of the locomotive at step 28. The processordetermines an initial propulsion or braking value as information basedon the sensed operational conditions, pre-selected criteria and/or thetopology of the track at present and projected location of thelocomotive at step 24A. It communicates information including the sensedoperational conditions and/or initial propulsion or braking value to theother locomotive at step 22A. It determines a final propulsion orbraking value/command based on the sensed operational conditions,pre-selected criteria and the information received from the otherlocomotive at step 24B. The propulsion or braking value/command isoutputted at step 26.

The initial propulsion or braking value may use only the sensedoperational conditions or the topology of the track at present andprojected location of the locomotive at step 24A with the pre-selectedcriteria. As shown by step 22B, operational conditions may becommunicated to the other locomotive before the determination of theinitial propulsion or braking value at step 24A, and thus can be used inmaking the initial value determination.

Although the present invention has been described and illustrated indetail, it is to be clearly understood that the same is by way ofillustration and example only and is not to be taken by way oflimitation. The scope of the present invention is to be limited only bythe terms of the appended claims.

What is claimed is:
 1. An intelligent distributed power system for atrain, comprising: a first processor associated with a first locomotivein the train, wherein the first processor is configured to receivesensed operation conditions from at least one sensor on the firstlocomotive in the train, to communicate information including the sensedoperational conditions to a second processor associated with a secondlocomotive included in the train, to determine a propulsion or brakingcommand based on the sensed operational conditions, a set ofpre-selected criteria and any information including sensed operationconditions that is received from the second processor of the secondlocomotive included in the train, and to output the propulsion orbraking command to a propulsion or a braking system, respectively, ofthe first locomotive; wherein the first processor associated with thefirst locomotive is configured to interact with the second processor ofthe second locomotive in the train in a peer relationship, wherein thefirst processor is programmed to find a local control solution that bestmeets the goal of train movement based on the sensed operationalconditions of the first locomotive, the set of pre-selected criteria,and any information including sensed operation conditions that isreceived from the second processor of the second locomotive, and whereinthe first processor is programmed to control local actuation oflocomotive commands required to achieve the local control solution,wherein the first processor is programmed to communicate with the secondprocessor of the second locomotive, to compare its local controlsolution with any local control solution of the second processor tocollectively formulate a consensus on an overall train control solutionfor actuation by the first and the second locomotives.
 2. The processorof claim 1, wherein the processor located on each of the first andsecond locomotives compares its initial propulsion or braking value withany received initial propulsion or braking value from the other of thefirst and second locomotives to determine if there is a discrepancythere between before determining the overall train control solution. 3.The processor of claim 1, wherein each of the first and secondlocomotives includes a location determining device and the processorlocated on each of the first and second locomotives communicates thelocation as part of the information to the other of the first and secondlocomotives and determines the propulsion or braking command using thesensed operational conditions, the pre-selected criteria, the determinedlocation and the information received from the other of the first andsecond locomotives.
 4. The processor of claim 1, wherein each of thefirst and second locomotives includes a location determining device anda storage of track topology and the processor located on each of thefirst and second locomotives determines the propulsion or brakingcommand using the topology of the present and projected location of thatlocomotive.
 5. The processor of claim 1, wherein the processor locatedon each of the first and second locomotives outputs the propulsion orbraking command to the propulsion or braking systems of that locomotiveas a control input.
 6. The processor of claim 1, wherein each of thefirst and second locomotives includes a display and the processorlocated on each of the first and second locomotives outputs thepropulsion or braking value to the display.
 7. The processor of claim 1,wherein the operational conditions include one or more of speed, couplerforces, slack action, propulsion setting and braking setting.
 8. Theprocessor of claim 1, wherein the processor located on each of the firstand second locomotives includes a train dynamic model program todetermine the propulsion or braking command and estimated trainoperational conditions using initial train parameters and the processorlocated on each of the first and second locomotives compares the sensedand the estimated operational conditions and adjusts the initial trainparameter as necessary based on the comparison.
 9. A method of analyzingoperation of a locomotive, the method comprising: receiving sensedoperation conditions on a first locomotive from at least one sensor onthe first locomotive; communicating information including the sensedoperational conditions to a second locomotive included in the train;determining a propulsion or braking command based on the sensedoperational conditions, pre-selected criteria and information receivedfrom the second locomotive included in the train; and outputting thepropulsion or braking command to a respective propulsion or brakingsystem of the first locomotive, wherein a processor located on each ofthe first and second locomotives in the train interacts with theprocessor on the other of the first and second locomotives in the trainin a peer relationship, wherein each processor receives required datarepresenting the operating state or operating conditions for each of thefirst and second locomotives and uses that data to locally find acontrol solution, and wherein each processor controls local actuation oflocomotive commands required to achieve the control solution, eachprocessor is in communication with the other processors which alsoarrive at their own control solution, each processor is configured tocompare its local control solution with the control solution of theprocessor of the other of the first and second locomotives, and theprocessors of the first and second locomotives collectively formulate acontrol solution for actuation by the first and second locomotives. 10.The method of claim 9, wherein the processor located on each of thefirst and second locomotives compares its initial propulsion or brakingvalue with any received initial propulsion or braking value from theother of the first and second locomotives if there is a discrepancythere between before determining the final propulsion or braking valueor command.
 11. The method of claim 9, wherein each of the first andsecond locomotives includes a location determining device and theprocessor located on each of the first and second locomotivescommunicates the location as part of the information to the other of thefirst and second locomotives and determines the propulsion or brakingvalue or command using the sensed operational conditions, thepre-selected criteria, the determined location and the informationreceived from the other of the first and second locomotives.
 12. Themethod of claim 9, wherein each of the first and second locomotivesincludes a location determining device and a storage of track topologyand the processor located on each of the first and second locomotivesdetermines a propulsion or braking command using the topology of thepresent and projected location of that locomotive.
 13. The method ofclaim 9, wherein the processor located on each of the first and secondlocomotives outputs the propulsion or braking command to the propulsionor braking systems as a control input.
 14. The method of claim 9,wherein each of the first and second locomotives includes a display andthe processor located on each of the first and second locomotivesoutputs the propulsion or braking value to the display.
 15. The methodof claim 9, wherein the operational conditions include one or more ofspeed, coupler forces, slack action, propulsion setting and brakingsetting.
 16. The method of claim 9, wherein the processor located oneach of the first and second locomotives includes a train dynamic modelprogram to determine the propulsion or braking value or command andestimated train operational conditions using initial train parametersand the processor located on each of the first and second locomotivescompares the sensed and the estimated operational conditions and adjuststhe initial train parameter as necessary based on the comparison.